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Refining Crude Oil The cat-cracking process breaks up heavier fuels. Diesel fuel and heating oil are the product of severe catalytic cracking and want.

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Presentation on theme: "Refining Crude Oil The cat-cracking process breaks up heavier fuels. Diesel fuel and heating oil are the product of severe catalytic cracking and want."— Presentation transcript:

0 FUEL PRODUCTS Fuel Maximizer MFC Marine Fuel Conditioner

1 Refining Crude Oil The cat-cracking process breaks up heavier fuels. Diesel fuel and heating oil are the product of severe catalytic cracking and want to change back into something heavier. Heat from an engine accelerates the production of solids - gums, varnishes and sludge's that will plug filters, strainers, nozzles, and injectors. 93% of what clogs filters is re-polyermerization of the fuel. ProOne Fuel Maximizer addresses these issues ..

2 ProOne Fuel Maximizer is a Fuel Catalyst (Diesel and HFO)
Reduces Emissions Reduces Maintenance Costs Reduces Fuel Consumption Cleans the Fuel System Adds Lubricity to Diesel Fuels Increases BTU’s of the Fuel Decreases Oxidation of Diesel Fuel Improves Performance 2

3 Fuel Maximizer Emissions Lubricity Maintenance costs BTU’s
Fuel consumption Oxidation Ash formation Lubricity BTU’s Performance Cleaning 3

4 How it Works Breaks down large fuel particles so the fuel burns more efficiently Lowers the temperature at which soot burns. Accelerates the combustion rate of hard-to-burn hydrocarbon molecules Dramatically reduces ash and unburned carbon in the exhaust system More efficient combustion which produces more energy and less emissions per unit of fuel burned. 4

5 Regular Fuel Treatments
Most Fuel Treatments are made of: Sulfur Hydrogen Carbon Nitrogen Oxygen .. the exact same constituents as fuel so all you are doing is changing the % (percent) of product the fuel is made up of. Fuel treatments with these 5 ingredients do not have to get EPA Certification for approval. Over 50,000 fuel treatments on the market, but very few are designed to make fuel better. ProOne Fuel Maximizer is designed to make fuels more efficient. 5

6 What Makes Fuel Maximizer Different ?
Captures more of the energy of the fuel, allowing an increase in Power, Efficiency and Cleanliness. Is EPA, OTAQ, and ETV tested. Has been tested at world-renowned South West Research Institute for fuel economy, emissions and manufacture (OEM) acceptability. Has been proven to work with BioDiesel applications. B20 biodiesel mixture has been tested with the product and has proven reduction in NOx particulates as well as Nox gases. Is very effective in Diesel and Heavy Fuel Oil (HFO) applications. 6

7 Cleans Carbon Deposits

8 Mean Wear Scar Diameter
ASTM D6079 Lubricity Test Fail MWSD Mean Wear Scar Diameter 0.57mm Pass MWSD 0.35mm Conclusion: Improves lubricity in fuel.

9 Fail <80% Reflectance Pass >80% Reflectance
Stability Test Fail <80% Reflectance Pass >80% Reflectance Conclusion: Provides excellent stability. Meets requirements for the National Council of Weights and Measures (NCWM) Premium Diesel Fuel Specification.

10 Cummins L10 Injector Depositing Test
BACKGROUND Cummins had a field problem that occurred in fleet operating in hilly terrains or stop and go traffic. In this duty cycle, significant injector deposits developed that led to a noticeable decrease in engine power. Cummins developed a test method to simulate these duty cycles and duplicate the deposits in the laboratory. This test can be used to discriminate fuel/fuel additive quality. (Reference SAE Paper No ).

11 Injector Cleaning With Fuel Maximizer Without Fuel Maximizer

12 Injector Cleaning Before Fuel Maximizer After Fuel Maximizer

13 Cummins L10 Injector Depositing Test
TEST SUMMARY Engines: Two (2) Cummins ’88 L10 engines operated in tandem Cylinders, Displacement: 6 Cylinders, 10 L Displacement Speed: RPM Load: 50 – 60 HP Test Cycle: 15 second cycle – one engine driving, the other being driven. The roles are reversed for each subsequent 15 second cycle. Duration: 125 hours Passing Criteria: Average Injector Plunger Rating </=10 Average Injector Flow loss </=6%

14 Cummins L10 Injector Depositing Test
Fuel Untreated/ Engine Plunger Rating Treated CAT None 1:2000 Rear Front 26.3 9.9 22.4 8.6 21.8 8.4 23.0 5.9 % IMPROVEMENT 62% 61% 74%

15 Cummins L10 Clean Up Test Results
Testing of MPG+™

16 Without Fuel Maximizer
Cummins L10 Injector Depositing Test FAIL Without Fuel Maximizer PASS With Fuel Maximizer

Base Fuel A Fuel A + Fuel 1:2000 ppm w/w E B A NACE % Rust 75-100% <10% None Additive Fuel A + Fuel 1:1000 ppm w/w Visual Rating Base Fuel B Fuel B + Fuel 1:2000 ppm w/w D B+ 50-75% <1% ‘E’ NACE RATING ‘A’ NACE RATING CONCLUSIONS Provides superior anti-corrosion protection in extremely severe diesel fuels. Ensures anti-rust protection to storage facilities, fuel handling systems, and end user’s diesel engines.

EVALUATOR TEST RESULTS Base Diesel Fuel: 2750 Fuel Maximizer 1 to 2000 ratio: 4550 Typical Pass = > 3100 Fail Criteria = <3100 Conclusion: When added to a low lubricity fuel, Fuel Maximizer provides excellent anti-wear performance

19 Tougher Emissions Standards

20 Emissions Testing PM Start of test End of test % Improvement 4.132
3.852 6.8 0.776 0.662 14.6 HC NOx 4.44 4.40 1.0 CO 0.564 0.535 5.1

21 Fuel Economy Fleet Testing
SAE J1321 “Joint TMC/SAE Fuel Consumption Test Procedure – Type II Three (3) Freightliner trucks equipped with Detroit DD60 engines from an in-use fleet were used for this testing. The trucks were numbered as follows: Unit 27 – Test truck, starting mileage of 337,000 miles Unit 28 – Test truck, starting mileage of 603,000 miles Unit 31 – Control Truck, starting mileage of 332,000 miles

Fuel Storage OXIDATION STORAGE STABILITY TEST TEST PARAMETERS Base Fuel: Commercial #2 Diesel Fuel Temperature: °C (203°F) Test Conditions: Bubble oxygen through sample at a rate of 3 liter/hour Test Duration: Hours Performance Criteria: Amount of insolubles and fuel color change OXIDATION STORAGE STABILITY TEST ASTM D2274 RESULTS Fuel A + Fuel 1:1000 Base Fuel B Fuel Color (D1500) <1.5 Base Fuel A Base Fuel B + Fuel 1:1500 <1.0 Base Fuel B + Fuel 1:2000 Typical Pass/ Fail Criteria Initial Final (mg/100 ml) <2.0 0.16 0.03 0.23 0.14 0.12 Total Insolubles No Harm

TEST PARAMETERS Filter Used: Fleetguard F105d and F1212 Base Fuel: Low sulfur Reference Diesel (LSRD-4) with and recommended treat rate. Performance: Pressure drop measured before and after aging at 20, 60 and 100 gallons per hour. without 1% distilled water added Aging Cycle: Filters filled with fuel and stored for three (3) weeks at 160°F. Additive treated at two (2) times

24 Fleet Friendly CONCLUSIONS
RESULTS Base Fuel + Fuel 1:500 Base Fuel + 1% Water 20 Base Fuel Base Fuel + 1 % water + Fuel 1:500 60 GPH CHANGES None 100 Fuel Maximizer is completely compatible with diesel fuel filters and will not harm their performance by increasing the pressure drop or restriction across the filter. No signs of residue form on the filter media. The plastic material joining the filter media and the metal end plates remains unchanged. CONCLUSIONS

25 diesel engines and will not harm their performance.
Cummins Elastomer Compatibility Test Change in Tensile Strength Medium Swell Nitrile RESULTS Change in Hardness Change in Elongation Change in Volume Low Swell Nitrile Fluoroelastomer Surface Cracks FAIL/PASS PASS NONE Conclusion: Fuel Maximizer is compatible with elastomers and seal materials typically found in diesel engines and will not harm their performance.

26 Consumption Stationary Test
SAE J1321 Fuel Consumption Stationary Test 26

27 Case Study: Clark County School Buses (Bio Diesel Fuel)
NOx Testing with Biodiesel N.O.X. Reduction Case Study: Clark County School Buses (Bio Diesel Fuel) 27

28 Standardized emissions tests conducted by: Battelle Columbus Division
Engine: Superior Model 2406D/Mitsubishi Model S6U-PTA, 4-stroke, 6-cylinder, 4300 cubic-inch diesel engine rated at 1,400 brake-horsepower and 1,200 r.p.m. at full load, run at 85% load to artificially create a particulate emissions problem.                                     Measurable and reproducible results: CO emissions reduced by 10 percent, HC emissions reduced by 9 percent, Particulate carbon reduced by 26 percent, Particulate emissions reduced by 43 percent, Combustion efficiency increased by 0.4 percent, No increase in NOx emissions Note: ProOne Fuel Maximizer offers a unique, cost-effective means to reduce diesel engine particulate emissions without aggravating NOx emissions or diminishing fuel economy.

29 Field tests conducted by:
Ontario Power Generation at the Gull Bay remote Generation Station Engines: Diesel Gensets ranging in size from 130 kW to 250 kW (Detroit Diesel 2-cycle, Caterpillar 3406TA and 3406B) under actual operating conditions over a period of weeks. Confirmed the Battelle results on emissions reductions and also quantified these fuel savings at 3 to 5 percent 29

30 Treated Fuel with Fuel Maximizer Base# 2 Fuel
Test Method Result Condition Gravity, A.P.I. Hydrometer on Fuels 37.2 NORMAL Initial Boiling Point D-86 344 10PCT 376 50PCT 470 90PCT 586 ENDPNT 642 RETPCT 98 Cetane Index, Calculated 45.1 Water D-1796 <.05 Sediment Sulfur Determination .031 BTU 137480 Test Method Result Condition Gravity, A.P.I. Hydrometer on Fuels 36.7 NORMAL Initial Boiling Point D-86 350 10PCT 378 50PCT 468 90PCT 582 ENDPNT 640 RETPCT 98 Cetane Index, Calculated 43.9 Water D-1796 <.05 Sediment Sulfur Determination .035 BTU 139770

31 Power Plant in India 200 hours of run time.. Before Fuel Maximizer
After Fuel Maximizer 200 hours of run time.. 31

32 Commitment for EPA, ETV Testing
Greenhouse Gas Technology Center An Environmental Technology Verification (ETV) Organization Sponsored by the U.S. Environmental Protection Agency’s Office of Research and Development TECHNOLOGY VERIFICATION TESTING RECERTIFIED FOR EPA November 12, 2008 32

33 Automotive Diesel Applications
Maximizes Complete Combustion From passenger car to light trucks, Fuel Maximizer maximizes power & economy for diesel applications. With fuel prices in a constant flux, Fuel Maximizer helps today's new generation of electronically controlled, low emission, high speed, high horsepower diesel engines by ensuring complete combustion while reducing emissions. 33

34 Over the Road Diesel Applications
Get more Productivity from your Fleet Today we have a new generation of electronically controlled, low emission, high speed and high horsepower diesel engines. The reason for this new technology is the need for diesel engines to meet the clean air acts of 1998, 2002 & They are accomplishing this by using electronic injectors and by changing the diesel fuel we are presently burning. Fuel Maximizer helps that diesel fuel burn more efficiently. 34

35 Transit Diesel Applications
Clean, Soot Free Busses Fuel Maximizer saves transit companies thousands of dollars in fuel consumption and maintenance costs and, at the same time, reduces exhaust emissions. Incomplete combustion leads to problems in bus engines, including soot formation, carbon deposits, black smoke and corrosion. Transit and owner operators can reduce soot formation, extend maintenance intervals, and reduce the need for major component overhauls by using Fuel Maximizer. 35

36 Industrial applications include Construction Equipment, Mining, Agriculture, Oil Drilling, Off Shore Drilling, Generation units and more. The EPA is proposing new emission standards for non-highway diesel engines used in construction, agricultural and industrial operations. Fuel Maximizer can help oil and gas developers reduce emissions while drilling in the mountains and oceans around the world and at the same time keep their diesel engines running cleaner and longer. 36

37 Mining and Marine Improves the combustion of all grades of heavy, residual fuel oils, translating into reduced fuel consumption, better boiler performance at reduced levels of excess air, less particulate emissions and reduced maintenance requirements. By eliminating soot and black smoke at the source, Fuel Maximizer HFO reduces carbon deposits and improves thermal efficiency of heat exchangers. Maintenance schedules can also be extended. Safe to use with all boilers. For standard grades of marine residual fuel oils, the recommended dosage rate of Fuel Maximizer HFO is 1: 5,000. During the first week of treatment, a higher dosage rate of 1:4,000 is recommended. For an initial treatment, include enough Fuel Maximizer HFO to dose the untreated fuel already in the fuel system and tanks, in addition to dosing the incoming delivery of fuel oil. 37

38 Is Fuel Maximizer Safe to Use?
Consists of a non-toxic, organo-iron compound dissolved in aromatic solvent. The only elements in Fuel Maximizer are carbon, hydrogen and iron. Produces no harmful incremental emissions as a by-product, unlike many fuel additives. The only by-products of its combustion are carbon dioxide, water and iron oxides, all of which are harmless to humans. Should be handled using the normal precautions associated with any solvent or fuel. 38

39 MFC Marine Fuel Conditioner
Designed to meet new MARPOL/IMO and ULSD mandates. Helps the fuel burn cleaner to increase cetane number, reduce emissions and improve fuel performance.

40 MFC Marine Fuel Conditioner
Meets new MARPOL/IMO and ULSD standards Reduces exhaust emissions Improves fuel economy Typically increases cetane number by 2 L10 superior detergency Water dispersant to help safely remove water Controls algae Antioxidants protect thermal and oxidative stability Improves lubricity Corrosion inhibitor Superior low temperature additive handling properties 40CFR Compliance statement. The sulfur content of this diesel fuel does not exceed 15 ppm.

41 Cylinder Testing

42 BTU Testing

43 Technology & Products:
SPECIAL REQUESTS Technology & Products: Material Safety Data Sheets Technology Specifications and Applications Test Results & Protocols Brochures CONTACT US Website:

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